Internal-combustion engine



June 1 1926.

V. LINK INTERNAL COMBUSTION ENGINE Filed August 11, 1923 2 Sheets-Sheet 1 i mf m u'inzwsl L 8 N I ifi 9 N I I N s lffl i I J 0 I WI INVENTOR VINCENT LJNK ATTORNEY June 1 1926.

V. LINK INTERNAL- COMBUSTI 0N ENGINE Filed August 11,

1923 2 Sheets-Sheet 2 INVENTOR VINCENT LINK Awm Patented June 1, 19:26.

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VINCENT'LINK, OF DETROIT, MICHIGAN, ASSIGNOB TO THE STUDEBAKER CORPORA- TION, OF SOUTH BEND, INDIANA, AND DETROIT, MICHIGAN, A CORPORATION OF NEW JERSEY.

Application filed. August 11, 1923.

This invention relates to internal combustion engines, and deals particularly with the assemblage of adjuncts or auxiliary parts thereof into a compact unit which may be first assembled separately from the engine and thereafter attached thereto as a unit.

The present invention constitutes an improvement of my previous invention on a unit assemblage of motor adjuncts as covered by U. S. Letters Patent iii-1,422,995 issued July 18, 1922. This previous invention covers the assemblage of the oil pump, electric generator, timer, and water circulating pump, into a unit as above described. The advantage derived therefrom and explained in that patent is that it provides for the assemblage or organization of the various adjuncts or auxiliary parts on av workmans bench, in such a manner that all of these adjuncts in properly assembled relation with respect to one another-may be picked up as a unit, and thereafter readily positioned, as such, on the engine.

In the embodiment-of the invention shown in that patent, a unitary casting is prepared, provided with properly faced surfaces for attachment and bearings and is suitably cored out to provide a housing for the driving connections to the various parts. The casting is further provided with oil ducts for properly feeding the lubricant to and from the oil pump adapted to be associated therewith, and with additional oil ducts for circulating the lubricant about the driving con nections of the device. One of the surfaces of the castings is faced to co-operate with a correspondingly faced portion of the engine, said face of the engine being tapped to allow the casting, with all the parts assembled thereon, to be expeditiously, securely and economically'mounted in place upon the en gine thru the medium of a few machine screws.

The casting and the associated adjuncts having been mountedon the engine in the manner described the driven parts are connected by a single counter shaft to the crank shaft of the engine thru a simple gear train and, if desired, this counter shaft may also serve to drive the cooling fan of the motor. As stated, the present invention is an 1m provement on my former invention referred to, and deals with the incorporation with the unit assemblage covered by my former 1nvention, of an 011 filler, Oll breather, and

INTERNAL-COMBUSTION ENGINE.

Serial No. 656,942.

preferably means for extending the oil breather to such a point that any obnoxious gases escaping from the same will be discharged exterior to the car and will not be liable to enter the body or to be trapped under the hood of a motor vehicle in which the engine incorporating the same may be placed.-

In my previous invention covered by Patent $51,422,995, the oil filler was castintegral with the fan bracket support at the front of the engine, and, as is the usual custom, the oil filler cap was designed to allow spaces between it and the upperedge of the oil filler in order that the breathing of the crank case would be taken care of and a pressure would not build up within the same due to gas escaping past the pistons, expansion of air due to heat, or for other causes. In 'my present invention I remove the oil filler and breather from their previous position and incorporate them with the unit assemblage of adjuncts shown in my pre vious patent.

In the customary constructions now in vogue where the cap of the oil filler provides openings for the breathing of the crank case, as has been described, obnoxious gases and oil vapor commonly escape from said openings. The gases and oil vapor thus escaping invariably find their way into the driving compartment of the automobile in which the engine may be placed, much to the discomfort of the passengers, especially if. the automobile is of the closed body construction. Another disadvantage is that the oil vapor covers the engine and surrounding parts with an ever increasing coat of oil to which dust and dirt stick, causing an unsightly appearance of the parts so affected and promoting rapid wear of any moving parts to which the dust adheres to.

In removing the oil filler and breathe-r from its former location and incorporating it as part of the unit assemblage of motor adjuncts I devise a peculiarly simple means for disposing of the obnoxious gases and oil vapor in such a manner that it will not enter the driving compartment of an automobile or be trapped under the hood. This is accomplished by fitting the oil filler with a cap. that substantially prevents passage of gas' thereby, and n'oviding a separate breather opening. A pipe, preferably of the flexible type, extends from this opening down thru the dust pan so that the gases and oil vapor breathed from the crank case are discharged below the dust pan and dispersed into the air below the body of the automobile. This construction entirely eliminates such gases from entering the body of the automobile and materially assists in keeping the engine clean.

Another advantage resulting from the moving of the oil tiller to the position shown in the drawings is that it provides for much more accessibility than the previous location.

In the accompanying drawings which illustrate a preferable embodiment of my present invention:

Fig. 1 is a side view of an internal conibustion engine showing an embodiment of my present invention in conjunction therewith.

Fig. 9. is a section taken on the line 2-2 of Fig. 1 thru some of the adjuncts and part of the engine of Fig. 1 showing the oil filler and breather in relation thereto.

Fig. 3 is a plan view of one of the castings of the unit incorporating the oil filler opening, breather opening and combined timer and distributor support.

Fig. 4 is a section of the casting of Fig. 3 taken on the line H of Fig. 3, showing the flexible pipe in connection therewith.

Fig. 5 is an end view of the engine of Fig. 1, showing the same mounted in an automobile frame and showing the manner in which the flexible pipe is extended to a point below the dust pan.

Referring to the drawings, 1 indicates an internal combustion engine of a type particularly adaptable for use in automobiles. Motors of this type may have and I have shown, a water pump 3 in the cooling system, a generator or magneto 6 for ignition and lighting, a combined timer and distributor 7 for distributing the electric current from the generator to the spark plugs of the respective cylinders in timed sequence, an oil pump 8 for circulating the lubricant employed to the different parts of the motor, and an oil tiller 9 which provides an opening for pouring lubricant into the crankcase. As explained, it is the usual construction to provide a spacer or opening between the oil filler cap 10 and the upper edge of the oil tiller 9 for the breathing of the crank case. In my present invention, however, the cap 10 entirely closes the opening in the filler 9 and a separate opening 11 is provided to allow the crank case to breathe, a flexible pipe 12 being preferably employed for leading the gases and oil vapor from the opening 11 to a point out side of the vehicle in which the engine may be situated. In accordance with the present invention all of these parts, or at least such parts as are to be used on the engine with which this invention is associated, are adapted to be mounted on a unitary supporting member 13. This member 13 is preferably a casting, the shape of which is dependent upon the adjuncts to be supported thereon, and is suitably cored out to meet requirements. It provided with suitable surfaces adapted to conform to the attaching surfaces of the various adjuncts and for attaching to the engine. Bushing-i such as 30 are also provided to form bearings for shafts adapted to be positioned in the same.

As explained in my previous Patent 422,995, one end of the su 'iporting member 13 is provided with a flanged surface to which the water pump 3 is bolted. i arious types of water pumps may be used, but I have shown a pump of the centrifugal type and the rotor (not shown) seer. to a stub shaft 1% which passes thru the water pump 3 and extends thru the supporting member 13 into a gear chamber 22 formed at the other end thereof. spiral gear 15 is secured to the stub sin- 14 within the gear chamber 92 and meshes with another spiral gear 16 secured to another stub shaft 17 which is verticliy posed and which is driven thereby. l have shown both ends of the shaft 17 as being slotted, with the lower siot receii'ing tongued end of the driving shaft 18 of the oil pump 8 which is suitably secured b1; a

surface on the lower side of the member 1 and which forces lubricating oil thru duct; 29 cored in the supporting member passages in the engine connecting '1': same.

The upper slot receives the tongued end of the drive shaft 19 of the combined timer and distributor 7 which is suitably yupported above the supporting member i b;- the member 20 which is secured to upper face of the support 13. The o ierator 6 is likewise suitably secured to end face of the supporting member 13 and its armature (not shown) may be driven by a tongue and groove connection (not shown) by the corresponding end of the shaft 14. The stub shaft 14 is caused to rotate in timed relation with the crankshaft of the engine by the counter sir-Ti 31 which is driven from the crank suitable gearing (not shown) at the of the engine. This construction. with the exception of the specific construction 0? the member 20 is the same as in in previous patent referred to and need not be further described.

The member 20. which in my pi'e-.'io =,--t patent was used solely for supporting the combined t mer and di tributor i". in this case adapted for a wider use. in accord ance with this inventien the m mber 0. which preferably a l,irlllQS opening of the oil filler 9 porting the combined timer and distributor 7 is formed to provide ;an 'oil filler '9 which is sealed by the cover :10. The tiller '9 is connected by the passage 21 :to the gear chamber 22 whiohin turn .is connected by the passage 23 to the interior oi the crank 'case of the engine 1. The passage allows the oil splashed up by the connecting rods of the engine to enter the gear chamber :22 and lubricate the various parts therein, HS well as providing a passage for the oil from the oil filler to enter the crank case. rrbove the entrance proper oi": the opening of the oil filler 9 into the member 20, a chamber 2% is provided which has :a downwardly disposed opening 11, previously referred to, for allowing the crank case to breathe. The opening 11, being in communication with the crank case thru the chamber 21L, the passage 21, gear chamber 22 and passage 23, relieves any pressure or vacuum setup in the crank-case. The chamber 24 is situated above the entrance of the in the member 20 in order that no oil may escape thru the opening 11 when iiiitrod'uced into the tiller 9( Altho I have shown the oil filltegral with the member 20, is is evident that these may equally well be formed integral with the supporting member 13 and I do not restrict myself to the specific con structionshown. As previously explained, it is desirable to conductthe gases and oil vapor which commonly escape from the oil breather to points remote from the engine 1, and I have provided the flexible "pipe 12, altho any suitable means may be used, to conduct such gases and oil vapor away.

An example of a preferable method when the engine 1 is used in a. motor vehicle is shown in Fig. 5, which shows theengine 1 supported on sub-frame members 25. The sub-frame members 25 are suit-ably supported by the main frame members 26 by means of cross members (not shown), and dust shields 27 are provided between the menr bers 25 and 26 to prevent dust and dirt from the road from entering engine compartment therebetween. As previously explained, if the oil breather discharges into the engine compartment, the gases invariably find their way into the driving compartment of the automobile, and the oil vapor deposits a coating of oil on the engine to which the dust entering thru the radiator adheres to. I prefer to lead the flexible pipe 12, one end of which is held in the opening 11 by the cotter pin 28, thru an opening (not shown) in the dust shield 27 to a. point below the same, so that gases and oil vapor discharging from the breather are dispersed into the open air below the automobile body which does away with the objections referred to. Moreover, by removring the oil filler and oil "breather from "the usualposition and incorporating them with the .nnit assemblage of adjuncts as herein described a simplified construction is obtained, and the oil vapor being constantly breathed out by the crank case of the engine 1 deposits oil in its travel thru the members 13 and 20 on the various bearings in the assemblage of adjuncts and provides state of lubrication for these parts not possible in constructions heretofore used.

Formal changes may be made in :the spe- .cific embodiment of the invention described without departing from the spirit or substance of the broad invention, the scope of "which is commensurate with the appended :claims.

I l hat I claim is 1. In 'amotor vehicle, a frame, an internal combustion engine, means for supporting said engine in said :frame, :a dust shield be tween said engine and said frame, a hollow member secured to said engine and having a passage communicating with the interior of the crank-case of said engine, said mem crank-case, :and means for extending said second opening to a point below said dust shield, said opening providing all-open com- ;a dust shield supported :by said engine. and

said frame, a support detachably secured to said engine, engine adjuncts supported by said support, said adjuncts including an oil filler and a crank-case breather exhausting at a point below said dust shield, said breather providing an open communication from said crank case to the atmosphere.

3. In an automobile, an engine and a dust shield, said engine having an oil filler and a crank-case breather providing an open communication between the interior and exterior of said crank case, the outlet of said crankcase breather being below said dust shield. 7 l. In an automobile, an engine and a dust shield substantially below said engine, an oil filler on said engine and a closure for said filler, and a passage connecting the interior and exterior of said crank-case for balancing the pressure within and without said crank-case, said passage on the exterior of said crank-case opening at a point below said dust shield.

5. In an automobile, an engine having a crank-case, and a dust shield substantially beneath said engine, a demountable hollow member secured to the side of said engine for supporting a plurality of engine aduncts, the interior of said member being in open communication with the interior of said crank-case, an oil filler opening in communication with the interior of said member, a. closure for said opening, a passage in communication with the interior of said member opening exterior thereto, and means for extending said passage to a point below said dust shield.

6. In a. motor vehicle, a frame, an internal comlmstion engine supported thereby, a dust-shield extending between said engine and, said frame for sealing the engine compartment from the atmosphere below the dust-shield, a hollow member secured to the crank-case of said engine, a passage connecting the interior thereof with the interior of said crank-case, a second passage connecting the interior of said member with the atmosphere, a removable closure for said second passage, and a third passage connecting the interior of said member with the atmosphere at a point below said dust-shield.

7. In combination with a 'motor vehicle having a. frame, an internal combustion engine including a crank-case supported thereby, and a dust-shield extending between said engine and said frame, a supporting element for a. plurality of engine adjuncts embodying a casting independent of the crank-case and secured thereto, said casting being cored to provide bearings for the operating shafts of the driven adjuncts thereon and chambered to provide a housing for the driving connections between the driven adjuncts, the interior of said supporting element being in open communication with the interior of said crank-case, a passageway opening exteriorly of said element provided with a closure, and a second passageway connecting the interior of said element with the atmosphere at a point below said dust shield.

8. In combination with an automobile having a frame, an engine mounted thereon and a shield supported by said frame tor excluding dust from said engine, a hollow member secured to the crank-case of said engine provided with a passage connecting the interior thereof with the interior of said crank-case, a second passage connecting the interior thereof with the atmosphere external to said cranlc-casc, a closure for said second opening and a third passage connecting the interior of said member with the atmosphere external to said crank-case and below said shield whereby the pressure within said c'ank-case is at all times the same as the pressure of the atmosphere external thereto.

9. In combination with an automobile having aframe, an engine supported thereby, and a shield supported by said frame for protecting said engine from dust, a hollow member secured to the crank case of said engine with its interior in open communication with the interior of said crank case, an oil receiving opening in said member terminating in a downwardly directed spout within said member, a closure for said opening, and a third passage leading from said member to the atmosphere, said third passage extending from a point above the lower end of said spout to a point below said dust shield.

Signed by me at Detroit, Michigan, U. S. A., this 9th day of August, 1923.

VINCENT LINK. 

